Railway traffic controlling apparatus



Sept. 14, 1937. H. c. VANTASSEL RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Aug. 2, 1930 INVENTOR: H. C. l qn tfqss a],

M BE Q h i I ba- W,

Patented Sept. 14, 1937 UNITED STATES RAILWAY TRAFFIC CONTROLLING APPARATUS Harry G. Vantassel, Pittsburgh, Pa., assignor to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application August 2, 1930, Serial No. 472,612 Renewed September 3, 1932 13 Claims.

My invention relates to railway trafiic controlling apparatus, and particularly to apparatus comprising a railway track switch and a signal directing traffic movements over the switch.

More particularly, my invention relates to the approach locking of a switch when a train enters a track section adjacent the signal while the signal is displaying a proceed indication. One

object of my invention is to prevent the release m of the switch locking mechanism, by a momentary release of the track relay for the section including the switch, after a train has entered the approach section while a clear indication was being displayed by the signal.

P The system and apparatus herein disclosed is an improvement upon that disclosed and claimed in a co-pending application, Serial No. 423,347, filed Jan. 25, 1930, by John M. Pelikan for Railway traffic controlling apparatus.

20 I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic view showing one form of apparatus embodying my invention.

Referring to the drawing, the reference characters l and l designate the track rails of a stretch of railway track X which is connected by a switch F with a siding or spur track Y, and

tions AB, BC and CD. Sections A-B and CD will be hereinafter referred toas approach sections and section 3-0, in which the switch F is located, will be referred to as a detector sec- 35 tion. Each of these track sections is provided with a track circuit including a battery 3, connected across the rails adjacent one end of the section, and a track relay, designated by the reference character R with a distinguishing exponent, connected across the rails adjacent the other end of the section.

Traific moving from left to right, as shown in the drawing, over tracks X and Y or over track relay W is controlled in part by a manually op- 5 erable pole-changing device U, locatedin the which is divided by insulated joints 2 into sec- X only is governed by signals S and S respecdespatchers office, and in part by an actuatorrelay T which is in turn controlled by an induction device or actuator 4 located in the trackway X adjacent the switch F.

The actuator, 4 may be of any suitable type such, for example, as that shown and described 5- in the copending application of Paul N. Bossart, Serial No. 442,991, filed April 9, 1930. The actuator 4 is a magnetic bridge structure, comprising two core members 5 and 6 separated by air gaps l and arranged between the rails I and I of the track X. The core member 5 is provided with a primary Winding 8 which is connected with terminals :1: and o of a source of alterating current not shown, and the coremember 6 is provided with a secondary winding 9 which is connected with the terminals of the relay T.

. Normally, that is to say when there is no train over the actuator 4, alternating current is induced in the secondary 9 of sutficient magnitude to operate the relay T, but when a train passes over the actuator the magnetizable parts of the train, such as the wheels and axles, will shunt a portion of the flux linking the core members 5 and 6 and will thus sufficiently decrease the electromotive force induced in the secondary 9 2 to cause the relay T to open its contact l2.

Operated in conjunction with switch F is a pole-changing device P which controls the operation of a polarized switch indication relay G. The relay G controls, in part, relays H and H which control the signals S and S respectively, for eastbound traflic, and also controls', in part, relays H and H which control the signals S and S respectively, for westbound trafiic. The relays H and 1-1 are also controlled in part, by a first master signal control relay K which iscontrolled from the same remote point as relay W, by means not shown in the drawing, and the relays H and H are also controlled, in part, by a second master signal control re- 40 lay K which is also controlled from such remote point.

A first switch locking relay N is controlled, in part, by the relays H and H and a second switch locking relay N is controlled, in part, by the relays 1-1 and H The relays N and N are at times also controlled, in part, by a time element relay L having a slow pick-up and which is itself controlled by the relays H and H and by the relays H and H in a manner hereinafter to be described.

With all parts of the apparatus in the normal condition, shown in the drawing, the switch F occupies its normal position, the track sections A-B, BC and CD are unoccupied, the signals S S S and S are all displaying stop indications, and the track relays R R and R and also the actuator relay T are all energized. Under these conditions, the relay W is energized by current of what I will term normal polarity which traverses a circuit passing from a battery H3, through normal contact H of pole-changing device U, winding of polar relay W, front contact I2 of actuator relay T, front contact l3 of track relay R front contact I4 of relay N front contact l5 of relay N and normal contact l6 of pole-changing device U back to battery ID. The energization of relay W completes a circuit passing from terminal c of a source of direct current, through normal contact ll of relay W, switch actuating mechanism M, and normal contact ill of relay W to the other terminal 11 of the same source of current. This causes the switch actuating mechanism M to maintain the switch F in its normal position.

If, however, the despatcher desires to reverse the switch F, he will move the pole-changing device U so as to close its reverse contacts I! and I5, thereby reversing the polarity of the current energizing the polarized relay W. This causes relay W to close its reverse contacts l7 and I8 and thereby reverse the polarity of the current energizing the switch actuating mechanism M, which causes mechanism M to move the switch F to its reverse position.

When the switch F occupies its normal position, the pole-changing device P is in the position shown in the drawing. This causes the energization of polarized relay G by current of normal polarity which traverses a circuit passing from terminal 0, through normal contact ll of pole-changing device P, winding of relay G, and contact 28 of pole-changingdevice P toterminal 11. If, however, the switch F is moved to its reverse position, the pole-changing device P closes its reverse contacts l9 and 20, thereby reversing the polarity of the current energizing the relay G.

The switch locking relays N and N are both energized when the apparatus is in its normal condition. The relay N is energized by a pickup circuit passing from terminal 0, through back contact 2| of relay H back contact 22 of relay H front contact 23 of track relay R and winding of relay N to terminal d. Relay N is also energized by a stick circuit passing from terminal 0, through back contact 2| of relay H back contact 22 of relay H front contact 24 of relay N and winding of relay N to terminal d. The

, relay N is energized by a pick-up circuit passing from terminal 0, through back contact 25 of relay H back contact 26 of relay H front contact 2? of track relay R contact 28 of pole-changing device P, and winding of relay N to terminal (1. Relay N is also energized by, a stick circuit passing from terminal 0, through back contact 25 of relay H back contact 26 of relay H front contact 29 of relay N and winding of relay N to terminal d.

I will now assume that the despatcher desires to route an eastbound train over the track X with switch F in its normal position. He accordingly causes the energization of relay K by virtue of a circuit controlled from the despatchers oflice, and thus causes the energization of relay H by a circuit passing from terminal 0, through back contact 30 of relay K normal polar contact 3| and neutral contact 32 of polarized relay G, back contact 33 of time element relay L, front contact 34 of track relay R front contact 35 of actuator relay T, neutral contact 36 and normal polar contact 31 of polarized relay G, front contact 38 of relay K front contact 39 of track relay R and winding of relay H to terminal d. The energization of relay H opens its back contact 2|, thereby interrupting the pick-up and stick circuits previously traced through this contact for relay N and so causing relay N to open its front contacts l and 24 and to close its back contact 24. The opening of front contact |5 of relay N interrupts the circuit previously traced through this contact by which the relay W was energized, thereby deenergizing relay W and so preventing reversal of polarity of the current supplied to switch actuating mechanism M. The energization of relay H completes a circuit passing from terminal 0, through front contact All) of relay H and operating mechanism of signal S to terminal d, and so causes this signal to display a proceed indication to an eastbound train for the track X.

The train, upon entering section A-B, causes the deenergization of track relay R contact 23 of which thereupon opens in the pick-up circuit traced for relay N which is, however, already deenergizedon account of the opening of contact 2| of relay H The train next enters section BC, causing the deenergization of track relay R which then opens its front contacts |3 and 34. The opening of front contact l3 of this relay forms another break in the circuit previously traced for relay W, and the opening of front contact 34 interrupts the circuit for relay H The deenergization of relay H opens its front contact 46, thereby interrupting the circuit previously traced through this contact and causing the signal S to again display the stop indication. The deenergization of relay H closes back contact 2| of this relay and so establishes a. circuit passing from terminal 0, through back contact 2| of relay H back contact 22 of relay H back contact 24 of relay N and winding of time element relay L to terminal (Z. By reason of the fact that relay L has a slow pick-up, it does not immediately close its front contacts and, therefore, if the train proceeds at its normal rate of speed, the circuits controlled by this relay will remain unaffected, as will be hereinafter described.

The train, upon moving over the actuator 4, causes the deenergization of the actuator relay T. This relay then opens its front contact I2, thereby breaking the circuit for relay W, previously traced through this contact, at still another point. The deenergization of actuator relay T establishes a circuit passing from terminal a, through back contact 2| of relay H back contact 22 of relay H back contact 6| of relay T, back contact 42 of track relay R and winding of relay N to terminal d, thereby causing the reenergization of relay N This causes back contact 24 of relay N to interrupt the circuit for relay L, previously traced through this contact. If the train is moving at a normal rate of speed, this interruption of the circuit for relay L occurs before there has been time for contacts 5| and 52 to close. The energization of relay N closes front contact 24 which reestablishes the stick circuit previously traced for this relay. The deenergization of actuator relay T also establishes a second energizing circuit for relay N passing from terminal 0, through back contact 25 of relay H back contact 26 of relay H back contact 43 of track relay R back contact 44 of actuator relay T, and winding of relay N" to terminal d.

When the rear end of the train departs entirely from section AB, track relay R again becomes energized and closes its front contact 23: which reestablishes the. first pick-up circuit traced for relay N As soon asv the rear end of the train clears the actuator 4-, the relay T again becomes energized and closes its front contacts 12 and 35, but inasmuch asfront contacts l3 and 34 of track relay 1-1, are both still open, the circuits for the relays W and H respectively, remain open. The energization of relay T also opens back contacts 4iand 44 of this relay, thereby interrupting the second pick-up circuits for relays N and N respectively, previously traced.

The train, upon entering section CD, causes the deenergization of track relay R This relay then opens its front contact 21, interrupting the first pick-up circuit for relay N but relay. N remains energized by virtue of its stick circuit: previously traced through its front contact 29.

' The rear portion of the train now leaves section BC, and so permits the track relay R. to again become energized and open its back contacts 42 and 43 and close its front contacts I3'and 34. Assuming that the despatcher restored relay K to the deenergized condition before the train left section BC, the circuit for relay W will now be again completed by the closing of contact l3 of relay R The opening of contacts 42 and 43 of relay R breaks thesecond pick-up circuits for relays N and N respectively.

As soon as the train departs entirely from section CD, the track relay R again becomes energized and closes its front contacts 2T and 39, thereby completing restoration of the apparatus to its original normal condition.

I will now assume that'the despatcher desires to. route an eastbound train onto the track Y. In such event, he shifts the position of the polechanging device U so'as to close its reverse contacts H and 16. This reverses the polarity of the current energizing the polarized relay W' and causes it to close its reverse polar contacts I! and Ill. The closing of these contacts also reverses the polarity of the current energizing the switch actuating mechanism M, and so causes it to move the switch F to its reverse position. When the switch F is thus operated, it shifts the position of the pole-changing device P from the position shown in the drawing to a position in which it opens its contact 28 and its normal. contacts l9 and 20, and closes its reverse contacts l9 and 20, thereby energizing the relay G by current of reverse polarity and causing this relay to. close its reverse contacts 3| and 31. The opening of contact 28;;breaks the first pick-up circuit for relay N which, however, continues energized by its stick circuit.

If the despatcher should now cause the relay K to be energized, a circuit will be established, passing from terminal 0, through back. contact 45'of relay K reverse polar contact 31 and neutral contact 32 of relay G, back contact 33 of relay L, frontcontact 34- of track relay R front contact 35 of relay T, neutral contact 36 and reverse polar contact 31 of relay G, front contact 46 of relay K and winding of relay H to terminal.

d. The energization of relay H establishes a circuit for signal S passing from terminal c,

through front contact 47 of relay H and operating mechanism of signal S to terminal 11. The

signal S is thus caused to display a proceed indication for track Y. The ener-gization. of relay H -causes it to. openits: back contact 22,. which.

interrupts both the pick-up and stick circuits for relay N previously traced through this. contact, thereby causing relay N to open itsfront contact I5 and'to close its back contact 24. The opening of front contact [5 of relay N again interrupts the energizing circuit for relay W previously traced through this contact, and so prevents. reversal of polarity of the current supplied toswitch actuating mechanism M.

If an eastbound train should now enter section AB, track relay R will become deenergized. and open its front contact 23, and as soon as the train enters section BC, the track relay R will also become deenergized and open its front contact 34'. The opening of contact 34 interrupts the circuit for relay I-I previously traced through this contact, and so causes front'contact 4.7 of relay H to interrupt the circuit for signal. This signal will, therefore, resume its normal stop position. As the train proceeds over tracks X and Y, the further operation of the apparatus is substantially the same as that described in. connection with through traffic over track X.

If the despatcher, after having cleared signal S for an eastbound train entering section AB, subsequently decides to route the trainv from track X to track Y instead of over track X, be will deenergize relay K thereby opening front contact 380i this relay and interrupting the circuit for relay H The deenergization of relay H opens front contact 40 of this relay and hence also the circuit previously traced therethrough for signals thereby causing signal S to return to its normal stop position. The deenergization of relay H also closes back contact 2| of this relay, and establishes the circuit for time element relay L previously traced from terminal c, through this contact 2|, back contact 22 of relay I-I back contact 24 of relay N and winding of relay L to terminal d. This causes the energization of relay L but this relay having a slow pick-up will not close its front contacts until after a predetermined time interval has elapsed. If the train has time to obey the signal S and.

comes to a stop while it. is still within sections N establishes the circuit previously traced for polarized relay W, and so permits the despatcher to operate the switch F to its reverse position in the manner hereinbefore described.

If, however, the train is travelling at too high a rate; of speed to obey the stop indication of the signal S it will enter section BC and cause the deenergization of'track relay R before the time element relay L has had time to closeits front contact 5|.

contact Si -assuming that the train stops before reaching actuator 4,-the'circuit for relay Wwillnot, in this case, be established for the reasonthat front contact l3 of track relay R is now open. This prevents the despatcher from-operating the switch immediately infront of the train,

and confines the operation thereof tosuch'time as the train occupies section A--B.

I will now assume that with the switch in its normal position, a westbound train is approaching over the track X and that the despatcher desires to admit such train: into section--B 'To As a result, when the time interval forrelay L elapses and'this relay closes its front do this, he first causes the energization of relay K which then closes its front contact 30 and so establishes a circuit for relay H passing from terminal 0, through back contact 38 of relay K normal polar contact 31 and neutral contact 36 of relay G, front contact 35 of relay T, front contact 34 of track relay R back contact 33 of relay L, neutral contact 32 and normal polar contact 3! of relay G, front contact 39 of relay K front contact 48 of relay R and winding of relay H to terminal d. The energization of relay I-I causes it to close its front contact 49 which establishes a circuit passing from terminal 0, through front contact 49 of relay H and operating mechanism of signal S to terminal (1, thereby causing this signal to display a proceed indication to the approaching westbound train. The energization of relay H also opens back contact 25 of this relay and so interrupts the circuits for relay N previously traced through this contact and causes the deenergization of this relay. This causes relay N to open its front contact l4 and to thus break the circuit for relay W previously traced through this: contact. The switch F, therefore, is locked in its normal position in the manner hereinbefore described. As the train proceeds into section CD and thence through the other sections, the operation of the apparatus is similar to that previously described for eastbound traffic.

If a westbound train is approaching on track Y and the despatcher desires to route such train over the switch F onto track X, he will first move the switch to its reverse position and then cause the energization of relay K In this case, the energization of relay K causes the energization of relay H by virtue of a circuit established from terminal 0, through back contact 46 of relay K reverse polar contact 31 and neutral contact 36 of relay G, front contact 35 of relay T, front contact 34 of relay R back contact 33 of relay L, neutral contact 32 and reverse polar contact 3i of relay G, front contact of relay K and winding of relay H to terminal d. The energization of relay H establishes a circuit for signal S passing from terminal 0, through a front contact 50 of relay H and operating mechanism of signal S to terminal d, which causes this signal to display a proceed indication to the westbound train approaching over track Y.

If the despatcher, after having cleared signal S for a westbound train entering section CD, subsequently decides to admit a second westbound train onto track X from track Y ahead of the first mentioned train, he will deenergize relayK thereby opening front contact 30 of this relay and thus interrupting the circuit for relay H The deenergization of relay H opens front contact 43 of this relay and the circuit previously traced therethrough for signal S thereby causing signal S to return to its normal stop position. The deenergization of relay H also closes back contact 25 of this relay and establishes a circuit for the time element relay L passing from terminal 0, through back contact 25 of relay H back contact 26 of relay H back contact 29 of relay N and winding of time element relay L to terminal d. This causes the energization of relay L but this relay, as has been pointed out, has a slow pick-up and hence does not close its front contacts immediately. If the train in section CD has time to obey the signal S and comes to a stop before passing signal S relay L will close its contact 52 after a predetermined time interval has elapsed and will thereby complete a circuit for relay N passing from terminal 0, through back contact 25 of relay H back contact 26 of relay H front contact 52 of time element relay L, and winding of relay N to terminal d. The energization of relay N establishes the circuit previously traced for relay W and thus permits the despatcher to operate the switch F to its reverse position.

If, however, the train on track X is traveling at a high rate of speed or for some other reason fails to obey the stop indication of signal S it will enter section B-C and cause the deenergization of track relay R before the relay L has had time to close its front contacts. As a result, when relay L eventually picks up at the expiration of its time interval and closes its front contact 52, the circuit for relay W will not be established, for the reason that front contact l3 of track relay R will be open. This prevents the despatcher from operating the switch F immediately in front of the train and insures that the train on track X shall stop before passing signal S if the switch F is to be operated for the train on track Y.

One feature of my invention is that the approach locking for the switch F will not be falsely released in the event of momentary release of the track relay R, or in the event of any other abnormal operation of this relay. This is due to the fact that when a train passes along the stretch of track shown in the drawing, relays N and N can become energized by the deenergization of relay R only while a train is positioned over actuator 4.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my inventiom Having thus described my invention, what I claim is:

1. In combination, a section of railway track, a switch associated with said section, a switch locking relay for controlling the operation of said switch, a time element relay for controlling the operation of said switch locking relay, manually controlled means for controlling the operation of said time element relay, and a magnetic bridge structure controlled by a train in said section for controlling said switch locking relay jointly with said time element relay.

2. In combination, a section of railway track, a switch associated with said section, a signal for controlling trafiic movements over said switch, control means for said signal, a stick relay for controlling the operation of said switch, a magnetic bridge structure controlled by traffic conditions in said section, a pick-up circuit for said relay controlled by said bridge structure, and a stick circuit for said relay controlled by said signal control means.

3. In combination, a stretch of railway track, traffic governing means associated with said stretch, manually controllable means for controlling said trafiic governing means, a track relay for controlling the operation of said manually controllable means, and an induction device located adjacent said stretch but insulated from the track rails and controllable by a train to prevent operation of said trafi'ic governing means.

4. In combination, a section of railway track, a switch associated with said section, manually controllable means for controlling said switch, a

track relay operable when a train enters said section for controlling the operation of said manually controllable means, and a train-controlled induction device insulated from the track rails for preventing operation of said manually controllable means.

5. In combination, a section of railway track, traflic governing means located in said section, a track relay associated with said section, a second relay associated with said section, an induction l0 device controllable by a train when and only when said train is in said section for controlling said second relay, a manually controlled relay for controlling the operation of said traffic governing means, and a circuit for said manually controlled relay including a contact of said track relay and a contact of said second relay.

6. In combination, a section of railway track, traific governing means located in said section, a. track relay associated with said section, a

second relay associated with said section, an induction device controllable by a train when and only when said train is in said section for controlling the operation of said second relay, a manually controlled relay for controlling the operation of said trafiic governing means, and

a circuit for said manually controlled relay including a front contact of said track relay and a front contact of said second relay.

7. Incombination, a section of railway track,

trafiic governing means located in said section,

a track relay associated with said section, a second relay associated with said section, an induction device controllable by a train when and only when said train is in said section for controlling said second relay, a manually controlled relay for controlling the operation of said trafiic l governing means, and a circuit for said manually controlled relay controlled jointly by said track relay and said second relay.

8. In combination, a section of railway track, trafiic governing means located in said section, a track relay associated with said section, a second relay associated with said section, an induction device controllable by a train when and only when said train is in said section for controlling said second relay, a manually controlled relay for controlling the operation of said trafiic governing means, and a circuit for said manually controlled relay including a contact of said track relay and a contact of said second relay in series.

9. In combination, a section of railway track, a switch located in said section, a track relay associated with said section, a second relay associated with said section, a magnetic bridge structure for normally energizing said second relay and operable to deenergize said second relay when and only when a train is in said section, and means controlled by a front contact of said track relay and a front contact of said second relay for controlling said switch.

10. In combination, a section of railway track, a switch located in said section, a polarized relay for controlling the operation of said switch, a track relay associated with said section, a second relay associated with said section, a magnetic bridge structure operable by a train when and only when said train is in said section for controlling said second relay, a third relay, a slowacting relay for controlling, said third relay, and a circuit for said polarized relay including a contact of said track relay, a contact of said second relay, and a contact of said third relay.

11. In combination, a section of railway track, a switch located in said section, a polarized relay for controlling the operation of said switch, a pole-changing device for controlling said polarized relay, a track relay associated with said section, a second relay associated with said section, a magnetic bridge structure controllable by a train when and only when said train is in said section for controlling said second relay, a third relay, a signal, a manually controllable relay for I controlling said signal, a circuit for said polarized relay including said pole-changing device, a contact of said third relay, a contact of said track relay and a contact of said second relay in series, and a slow-acting relay controlled by said manually controllable relay for delaying the operation of said third relay for a predetermined time interval after the operation of said manually controllable relay.

12. In combination, a section of railway track, traffic governing meanslocated in said section, a track circuit having a normally energized track relay for said section, a second normally energized relay for said section, means independent of said track circuit for causing said second relay to be deenergized by a train in said section, a manually controlled relay, circuits. including contacts of said manually controlled relay for controlling the operation of said trafiic governing means, and a circuit for said manually controlled relay including a contact of said track relay and a contact of said second relay.

13. In combination, a section of railway track, trailic governing means located in said section, a track circuit having a normally energized track relay for said section, a second normally energized relay for said section, means independent of said track circuit for causing said second relay to be deenergized by'a train in said section, a manually controlled relay, circuits including contacts of said manually controlled relay for controlling the operation of said trafiic governing means, and a circuit for said manually controlled relay including a front contact of said track relay and a front contact of said' second relay. 

